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(No Model.) 4 SheetsSheet 1.

H. 0. BARRETT & S. PORTER. J. W. BARRETT, Administrator of H. C.BARRETT, Deceased.

G. HIPWOOD GAR FENDER.

(No Model.) 4 Sheets-Sheet; 2. G. HIPWOOD, H. O. BARRETT & S. PORTER.

J. W. BARRETT, Administrator of H. G. BARRETT, Deceased. UAR PEN DER.

No. 580,549. Patented Apr. 13, 1897.

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G. HIPWOOD, H. C. BARRETT & S. PORTER.

J. W. BARRETT, Administrator of H. G. BARRETT, Deceased; UAR FENDER.

No. 580,549. Patented Apr; 13,1897.

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G. HIPWOOD, H. G. BARRETT 85 S. PORTER.

J. W. BARRETT, Administrator of H. G. BARRETT, Deceased. CAR FENDER.

No. 580,5 1. Patented Apr. 13, 185'.

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BOSTON, MASSACHUSETTS; JOHN W. BARRETT ADMINISTRATOR OF SAID I-IORATIOO. BARRETT, DECEASED.

CAR-FENDER.

SPECIFICATION forming part of Letters Patent No. 580,549, dated April13, 1897. Application filed June 4, 1894. Serial No. 513,446. (Nomodel.)

To aZZ whom it may concern.-

Be it known that we, GEORGE HIPWOOD, HORATIO O. BARRETT, and STEPHENPORTER, citizens of the United States, and residents of Boston, in thecounty of Suffolk and State of Massachusetts, have invented new anduseful Improvements in Car Fenders, of which the following is aspecification.

This invention relates to a car-fender adapted particularly for use onstreet-cars propelled by electricity, cable, or other power; and itrelates especially to the general style of fen.- der illustrated anddescribed in Letters Patent of the United States granted October 31,1893, and numbered 507,655, to which reference is made. Our invention isintended, however, to be an improvement over and upon the inventiondescribed in said Letters Patent, and is set forth in detail below andillustrated in the accompanying drawings, in which Figure 1 is a sideelevation of our improved fender applied to a car, a portion of thedashboard being represented as broken out. Fig. 2 is a plan view of thesame with a portion of one of the shoes represented as broken out. Fig.3 is a front elevation with a portion broken out to illustrate theinvention. Fig. 4 is a longitudinal vertical section. Fig. 5 is anenlarged detail in longitudinal vertical section. Fig. 6 is an enlargedside elevation of the pad adapted to be pressed by the knee of themotorman. Fig. 7 is an enlarged front elevation of the back-stop.

Similar letters and figures of reference indicate corresponding parts.

In all the figures the fender is shown in full I lines in its ordinaryposition-4;. with its front edge slightly raised above the ground.

Arepresents the side bars, A the front bar, and A the rear bar, of arectangular frame, supported by and sliding horizontally in the hangersa,provided with suitable antifrictionrollers a, said hangers beingsupported by and depending from the under side of the car-body 1.Tilting on the front bar of this sliding frame is a rectangular frameconsisting of the front bar B,rear barB', and end bar B. The front andrear bars are double-21a, composed each of two parallel bars, one abovethe otherand the tilting frame is pivotally connected with the slidingframe by boxes Z). Mounted loosely in the tilting frame between suitablevertically-set rollers c, situated between the pairs of bars B and B,rods C. These rods extend from one pair of bars B to the other B and arearranged in pairs, each pair being connected (and hence beingpractically one bent bar) at 0, Fig. 2. At the rear each pair isconnected by a bar 0. (See Fig. 4.) Each rod has disposed upon it aspiral spring D, which is normally closed or contracted, as shown, andis fastened at its opposite ends to the rods 0 and the barB.

The forward portions O of the rods O constitute bearings for thehorizontal rods or pivots E, Figs. 2 and at, Whose ends are supported inlugs E, secured to the flanges or side walls F of the tilting shoes F.Springs 6 are disposed around the pivots E, as shown, and their rearends 6 bear against the under sides of the heels of the shoes F, whiletheir forward central portions 6 lie under the portions 0 of the rod 0.Stops F extend from the portions 0 of the rods O up against the undersurface of the shoes in front of the pivots. Each shoe has two rollers Hand H. The former is the principal roller and that which when the shoeis depressed touches the ground. The roller 11' is a supplemental oneand is much smaller in diameter. Moreover, its axis is set higher thanis that of the roller H, and when the roller H is on the ground. theroller H is slightly above it. The result is that the smaller roller I-Iacts as a guard for the larger and receives the first impact of anobstacle, passing easily over it, and as its periphery extends downfarther than the axis of the roller I-I prevents the latter fromreceiving the blow of the obstacle centrally or full on. By this meansthe impact is disis a series of parallel tributed and the larger rolleris relieved of much of the force.

The general operation of the shoes F and bars 0 is much as described inthe Letters Patent above referred to, although the construction isimproved, and hence the operation is better and surer. The bars may bepushed back, opening the springs D as the shoes strike an obstruction.The heels of the ICC shoes may be tipped down by a falling objectagainst the power of the springs e and returned into position by thesaid springs when the weight is removed. The stops F" prevent the toesof the shoes from being tipped down.

In order to prevent the fender from being pushed back under the car bymeeting with an obstruction, a back-stop I extends down from thevertical portion J of the bracket J secured to the brake-beam 3 on thecar. This back-stop is pivoted at h to the part J, and a spring h, Fig.7, secured to the part J, bears against the fiat upper end of theback-stop and holds it normally in a vertical position. When in suchposition, it extends down, as shown in Figs. 1 and 4, and a hook I onits lower end engages a vertically extending hook I, secured to the rearbar B of the tiltingframe. Thusthefendercannotbepushed back by anobstruction, and, moreover, the rear edge of the tilting frame cannot beforced down. When the fender is to be slid back, it is disengaged bysimply swinging up the back-stop I, its upper corners forcing back thespring h in the operation, into the position shown in broken lines, Fig.7, where it is held by pressure of the spring against its side.

It is deemed important that the dashboard 4 and hunter 5 and spacebetween the fender and car should be guarded, so that a person fallingupon or picked up by the fender will not fall or be dashed against thedashboard or bunter. To this end a swinging substantially vertical frameis provided, said frame having the lower ends of its side arms K pivotedat to the side arms B of the tilting frame at the rear of their fulcrum.The side arms K are connected at their upper ends by a horizontalcross-bar K, preferablyintegral wit-h said side arms, and also at twolower points by cross-bars K and I Secured at its opposite ends at Z tothe bar K", next the end bars K, is a spiral spring N, which is providedwith a canvas covering or pocket 01.. This spiral spring is arranged tosubstantially follow the shape of the upper portion of the frame K K,but projects a trifle forward therefrom, as shown, while'a sheet ofcanvas or woven wire or other similar flexible substanceL extends fromsaid spring down nearly or quite to the tilting frame behind the bar K,said canvas being secured at its edges below the pivotal points Z to theend bars K. By this means the lower portion of the dashboard, bunter,and the space between the carbody and the fender are guarded. A seriesof springs P extends from the cross-bar K, Fig. 4, up around the springN and down in front to the cross-bar K, to which they are riveted. Thesesprings are made of substantially the shape shown in Figs. 1 and 4 fortwo purposesfirst, to afford a good cushion for a body thrown againstthem, and, second, in order that when the vertical frame K K is swungdown upon the fender in order that the whole may be pushed under the carsaid frame and springs will conform generally to the shape of the fenderand hence occupy as little space as possible. The frame, bulgingsprings, and canvas constitute an effectual guard and one against whicha person may be hurled quite violently without being injured.

The normal position of the fender and vertical guard is as shown in thedrawings-- that is, with the rollers H of the shoes raised a little fromthe ground. In this position the fender would in the vast majority ofcases effectually and harmlessly pick up an obstacle. It is intended,however, that in case of accident the motorman shall drop the fender sothat the rollers H will be in contact with the ground. The bar K of thevertical frame or hunter-guard is provided with a bail m, to which issecured a stirrup m, adjustable as to length, said stirrup being held bythe jaws r of a grapple 7, which is pivoted to a bracket S, secured tothe inner side of the dashboard 4 by a suitable opening S being made inthe dashboard, so that the jaws can project through, as shown in Fig. 4.The arms 1" of the grapple extend between cross-pins V, extendinghorizontally from one to the other of the two parts V, constituting theactuatinglever, which is pivoted at V, Fig. 1, to the bracket S. Thesetwo portions V, constituting the lever, extend up on opposite sides of abolt WV, which has flattened surfaces made in its head to fit saidportions V and which screws into the knee-pad WV. By this meanstheknee-pad can be screwed onto the bolt against the lever, (which holdsthe head of the bolt from turning, Fig. 6,) and by slightly loosening itit can be adjusted as to height in said lever. The lever is heldnormally in the position shown in Figs. 1 and 4 by a spring W, whichconnects it with the dashboard. A hook Y is secured to the outer side ofthe dashboard and extends up through the stirrups m.

' In case'ot an impending accident the motorman presses the knee-pad W,thus moving out the lower portion of the lever V, causing its cross-pinsV to draw the arms 1" of the grapple toward each other, thus releasingthe stirrup m and causing its upper end m to catch upon the hook Y. Thiscauses the whole device, including the shoes, tilting fenderframe, andvertical frame or bunter-guard, to drop from the position shown in fulllines in Fig. 4 to that shown in broken lines in Fig. 4. In thisposition the roller II is 011 the ground.

A pair of supporting-bars X extend from the rod K down to the doublerear bar B of the tilting frame and by means of the curvature X, Fig. 5,support it rigidly and prevent it from dropping.

Having thus fully described our invention, what we claim, and desire tosecure by Letters Patent, is-

1. In a fender, the dashboard and bunterguard, comprising the frame K Kextending up from the fender, the forwardly-extending springuard N and aseries of springs P ex- IOC tending from said spring-guard down to saidframe, substantially as described.

2. In a fender, a horizontally-sliding fender-frame and avertically-swinging bunterguard extending up from said fender-frame andadapted to be swung down upon the fender-frame, said fender frame andhunterguard being adapted when the latter is swung down to be slidhorizontally under the car together, substantially as set forth.

3. In a fender, the frame K Kprovided with the cross-bars K K, thespring-frame N, and the springs P each having one end secured to theupper cross-bar K, extending over the spring-frame, and down to thelower bar K to which its opposite end is secured, substantially as setforth.

4. In a fender, the combination of the tilting frame B B B, the Verticalguard K K pivotally connected with said frame, and the rods or bars Xextending from the upper bar of the frame K down between the two bars Bconstituting the rear bar of the tilting frame, said rod having itslower end curved GEORGE HIPWOOD. IIORATIO O. BARRETT. STEPHEN PORTER.

Witnesses:

HENRY W. WILLIAMs, J. M. HARTNETT.

